Tiedot Tuned In
High Performance Academy Presents: Tuned In. A podcast interviewing influential people from around the world at the top of their respected fields. Covering topics such as Tuning, Performance Engine Building, Automotive/Motorsport Wiring, Data Analysis, Driver coaching/Training, Motorsport Fabrication and Car Setup.
Converting a FWD Honda to a RWD platform is not easy task, but it does come with some solid benefits as we will discuss looking at this F20c powered space framed Honda Prelude [TECH TOUR]. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in With an Ethanol fed, 24-26 PSI boosted, 9,000 RPM 750hp Dandy Engines F20c boasting Eagle Rods, factory crank and camshafts (because they're that good), aftermarket pistons, SuperTech valves and a new Garrett G35-900, this Fastr sponsored RWD converted Honda Prelude is no slouch in its regular appearances in the ACL Race Series. Professional driver Brett Dickie took a few moments while at the World Time Attack Challenge to discuss his build (with the help of his skilled father) discussing the some of the advantages the rear wheel drive (RWD) conversion gives a driver behind the wheel along with his thoughts in passing on EMtrons torque management system. As you might have guessed, the car runs an ProWire Performance Wiring fitted EMtron KV8 ECU along with a MoTeC CDL dash for some extra logging bandwidth and driver display duties which Brett felt was the best combination he could get for performance and his requirements without blowing out the budget too far. We caught up with Brett just before his first run with the new Garrett G35-900 turbocharger which is replacing a 3076 and we look forward to getting his thoughts on a comparison next time we chat along with some of the data this system can and will provide him with as he and his team gets it all dialed in with the help of a Turbosmart E-Gate (electronic wastegate), DBW blow off valve, MAP sensors pre and post the throttle body and an exhaust pressure sensor. With no bolt-on solution available, the dry sump setup is a mix of BDG dry sump components and a custom sump, with Brett sharing some thoughts on what he has learnt and would do differently second time around. Tucked behind the F series engine is a 6 speed TTi GTO sequential gearbox and Motorsport Services strain gauge lever which feeds a GJ Drivelines driveshaft and R200 LSD diff center nicked from a Nissan Skylines rear end. The Nissan parts list also includes the uprights, with 300ZX ones used to help try and reign in custom work and give more bolt in part options, and of course being something that physically worked with the package. Also touched on are some of the boost control strategies employed, but Brett is pretty straight up that his knowledge is more focused on being behind the wheel than behind the laptop, and with 20+ years of it his no doubt his feedback goes a long way to help dial things in for race day. You can catch Brett and this build racing in the ACL Race Series, and you can catch Brett racing other cars like the previous title winning Elusive Racing DC2 Integra at the World Time Attack Challenge as well as other cars in Global Time Attack and Pikes Peak Hill Climb events.
The 2JZ-GTE isn’t Toyota’s only iconic tuner engine — before the famous straight six was anywhere near production-ready, enthusiasts and racers were already years deep into the development of the venerable 1600cc four-cylinder 4A-GE. In this episode, we sit down with Matt Trevena of MT Performance Engines to discuss everything Toyota 4A-GE, engine building, and much more. Use “MTPERFORMANCE50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild As a teenager, Matt Trevena fell in love with a neighbour’s 4A-GE powered KE70, and that exposure, combined with a healthy dose of Initial D, started Matt on a path that would shape his entire career, culminating in where it is today, building some of the most hardcore 4A-GEs around — including a genuine holy-grail Formula Atlantic motor. Matt spent the first few years of his career building everything from lawnmower engines to massive car-sized 16-cylinder train engines before jumping on board with Sydney’s Maatouk’s Racing to put together big-power RBs and everything else in between. Now running his own performance engine building company, Matt has become the go-to guy when it comes to hardcore Japanese motors — but especially the Toyota 4A-GE. As you probably already guessed, this episode goes way deep into the weeds on all things 4A-GE, covering the differences between the available variants, the best combinations of parts and generations, how to extract the most power, revs, and longevity out of them, as well as a deep dive into the ultimate 4A-GE — the Formula Atlantic motor. This conversation also covers plenty of general performance engine building information, so even if this classic Toyota motor isn’t of particular interest to you, the knowledge found in this episode makes it a must-listen for any self-respecting enthusiast. Follow MT Performance Engines here: IG: @mtperformanceengines FB: MT Performance Engines YT: 199niko199 Don’t forget, use “MTPERFORMANCE50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild
It's a competitive market, but the standout R32 GTR build at the last SEMA in our opinion is right here. Take a look! Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Running a Nitto 3.2l stroker kit, this RB30-powered R32 GTR Nissan Skyline runs a nice mix of low stress off the shelf parts along with some unique custom features as Josh Ray from Driver Motorsport explains in this [TECH TOUR] from SEMA. Power wise the RB runs 650hp on pump gas, 1100 on an E85 ethanol blend, and is expected to see 1400hp using nitrous with the aid of a Precision 6875 turbocharger at anywhere from 15 to 30psi depending on fuel. Engine and chassis control is handled by a Haltech NEXUS R5 which simplifies the wiring when it comes to the fact this car has no fuses or relays as we traditionally expect. One tradeoff is the use of a mechanic fuel pump to manage the finite amount of electronic input and outputs, but when 1400hp pushes are planned that is certainly not a bad insurance to have. An RB26 pocket ported head has been used with a Supertech valve train, GSC Power Division billet cams and Kelford Cams cam gears for added adjustability. Nissans 360 degree optical cam sensor is in the rubbish bin with a Platinum Racing Products electronic crank trigger replacing with the reason explained by Josh. The car still runs a wet sump but the known issues have been addressed in regards to the oil pump and oil flow restrictors added. Underneath a Platinum Racing Products block brace has been utilized along with a Holinger 6-speed sequential, DriveshaftPro single-piece shaft and aftermarket axles all while retaining the AWD system which is also controlled by the Haltech ECU/PDM/Swiss Army Knife.
Over the last year, we’ve seen a handful of well-respected manufacturers teasing something brand new that pushes against the idea that billet is the only way to go — aftermarket high-performance cast blocks and heads. On this episode, we have Platinum Racing Products’ Herman Urriola, one of the figures driving this new development, to talk us through the design, manufacture, and use cases for aftermarket cast engines and much more. Use “PLATINUM50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild Platinum Racing Products is well known worldwide thanks to its ultra-high quality parts for a range of high-performance engines that deftly walk the fine line between form and function. Billet rocker covers, crank trigger kits, fuel rails, RB sump adapters, and much more are PRP’s bread and butter, but recently we’ve seen teases of an ambitious new product from the Australian company — an aftermarket cast aluminium RB26 block and head that doesn’t just reproduce the factory item but improves on it in numerous ways. In this conversation, we dive pretty deep into Herman’s reasoning behind putting the huge amounts of time and money required into this new product and we touch on who it’s for, why it’s better than billet in a lot of situations, and why an enthusiast would want one in the first place. Herman also gives us insight into his thriving business and details some of the mistakes he’s made, as well as what he considers the key to operating a successful aftermarket parts business. A large part of the Platinum Racing Products process involves hundreds of hours of market research, R&D, design, CNC manufacturing, and testing — Herman gives us a really interesting look at what can be quite a high-stakes way of doing business. After all, it can easily cost hundreds of thousands of dollars to take one new part from idea to product on the shelf. This is going to be a great listen for anyone interested in part development, CAD, CNC manufacturing, engine building, or business development in the aftermarket industry. Follow Platinum Racing Products here: IG: @platinumracingproducts FB: Platinum Racing Products YT: PRP - Platinum Racing Products WWW: platinumracingproducts.com Don’t forget, use “PLATINUM50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild
What is the most common mistake we make when learning how to set up our dampers and which ones we should buy? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Frank Vasquez from KW Suspension answers these questions and more around high and low-speed compressions and rebound, driver feedback and why buying the most expensive dampers might be a waste of money.
Got a modified road car and are interested in seeing what it’s capable of on the track? On this episode of Tuned In, Andre Nader from DNA Autosport joins us to give some guidance on all things track day setup and preparation. Use “DNAAUTOSPORT50” for 50% off our HPA Motorsport Wheel Alignment course here: https://hpcdmy.co/alignmentb Although Andre’s first love was of the motorbike persuasion, a degree in mechanical engineering, a thesis on race car aerodynamics, and a job at Bilstein Suspension soon had him veering off towards motorsport on four wheels. After spending a good while working in the suspension industry, Andre formed DNA AutoSport to support Sydney-based track enthusiasts and pro racers four years ago. In this episode, we first jump into all things track day preparation. Andre talks us through all the things anyone who is heading to a track day — whether it's their first or their fiftieth — should be getting sorted in prior to the weekend. This means tyre choices and pressures, brakes, wheel alignments, and much more. Andre also discusses some common mistakes that often he sees newbies (and occasionally not-so-newbies) making — covering everything from a lack of preparation, backwards thinking when it comes to setup changes, and wasted money on unnecessary modifications. Lastly, the conversation turns to one of DNA AutoSport’s specialities — TracTive Suspension electronic dampers. Andre breaks down how these work, what’s involved in setting them up and tuning them, as well as the sort of improvements a driver should expect once they’re ready to go. With some great info on drag racing suspension setup, anti-roll bar tuning and much more, this is an excellent listen if you’re looking to boost your handling and car setup knowledge. Follow DNA Autosport here: IG: @dnaautosport FB: DNA AutoSport WWW: dnaautosport.com.au Don’t forget, use “DNAAUTOSPORT50” for 50% off our HPA Motorsport Wheel Alignment course here: https://hpcdmy.co/alignmentb
@LYFEmotorsport and their 1200HP R35 GTR are no strangers to Time Attack or track records having reset their own R35 record at the 2019 WTAC (when this was filmed), BUT, it takes a lot more than just bolting a bunch of parts together and going ‘full send’ to achieve these results as Cole Powelson explains in relation to wheel alignments. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in The 4L Nissan VR38 powered and MoTeC-controlled car runs CCW 18*12.5 one-piece wheels which are wrapped in controlled Yokohama Advan tyres. To get the most out of the package, the team rely on data from the car via tyre temperatures, shock potentiometers above the Ohlins TTX dampers, and driver feedback to make logical changes. This attention to detail is part and parcel when it comes to ensuring that the tyre temperatures are even across their widths and that the car has the maximum contact patch possible where required on track. Cole explains why Infrared sensors are great for live data, and why teams will still physically check temperatures under the tyre surface as quickly as possible when the car hits the pits after a hot lap. When adjustments need to be made, a simple string alignment kit and ruler are used due to their simplicity, ease of transport and most importantly their accurate and repeatable results. At this event, Cole reset the team's own R35 GTR record but fell just short of the 1-29 that they really wanted to hit with a best time of 1-30.0230, so close! The car was doing dual duties due to a rule change this year and saw Rob ‘Chairslayer’ Parson’s WTAC debut with an impressive 1-34.1840. Want to learn how to do your own wheel alignments at home? Start here: https://hpcdmy.co/alignb
Bolting a 4000+hp twin turbo V8-powered drag car onto a dyno and pushing it to its limits isn’t for the faint of heart, but it’s just another day in the office for this week’s guest, Anderson Dick of FuelTech USA. Use “FUELTECH100” for $100 off our HPA Tuning Starter package here: https://hpcdmy.co/starterb Founding FuelTech 20 years ago as an electrical engineering student in Brazil, Anderson started from absolute scratch with very little support and no other ECU products on hand to even take inspiration from. The problem, as Anderson explains in this episode, was that extremely strict import regulations put the Brazillian motorsport scene a good couple of decades behind the rest of the world — so much so that enthusiasts were pulling EFI systems off cars and fitting carburettors in order to run forced induction. If that sounds backwards to you, Anderson doesn’t disagree, and took it upon himself to create what was then a very simple programmable EFI computer to try and bring his country into the 21st century. Two decades later and FuelTech is a leader in the EFI management space, especially when it comes to extremely high horsepower drag applications. So, after Anderson talks us through the very early days of his career and the unique challenges he came up against, the conversation naturally moves to tuning big power cars. Petrol vs Ethanol vs Methanol tuning, Inductive vs CDI ignition systems, reading spark plugs, and much, much is covered in this fascinating episode. If you want to pick up some new tuning knowledge from one of the best in the industry (we certainly did), this is one episode you won’t want to miss. Follow FuelTech here: IG: @fueltechusa FB: FuelTech USA YT: FuelTech USA WWW: fueltech.net Don’t forget, use “FUELTECH100” for $100 off our HPA Tuning Starter package here: https://hpcdmy.co/starterb
When you think drifting, you also think of a 1966 Toyota Stout right? Even if you don't, Ryan Tuerck's mate did, so that is what he's built with @toyotausa and @OfficialMobil1. Moving on from the previous Ferrari-powered GT86 (GT4586) and Formula Supra (Judd V10 powered) time attack builds this drift ute, or drift truck depending on your regional dialect, fell just short of laying rubber at @semashow 22', but is tantalisingly close to doing so very soon. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Powered by a 3S-GTE that's also a little bit 5S-FE, 600-650hp is the goal although 1000hp would be possible, it probably wouldn't work well with the 275's on the rear and light weight. The 3SGTE (MR2, Celica) based build sports a @Turbobygarrett GTX 770 turbocharger, mild cams, 10:1 compression, non-stroker crank and 87mm bore giving a capacity of 2.1L. The 5S-FE block which is normally 2.2L is used for its increased strength over the 3S and the team hopes to get 3 seasons of runs out of this setup before a refresh is due with @JohnReedRacing tuning the project. Electronics are handled by @unicorngarage6095 and a suite of @MoTeCAustralia products from the M150 ECU, C1212 dash logger to a PDM30 which will see the car run without fuses or relays, something the Toyota engineers in the 1960's no doubt wouldn't have thought likely all those years ago. Probably weren't expecting 600hp+ rather than the stock 85hp either! Drivetrain and suspension wise the somewhat classic Holinger sequential transmission and @wintersperformanceproducts rear end will play nicely with the tried and tested double A arm setup out of a Chevrolet Corvette which should give no nasty surprises and only straightforward setup changes once shakedown runs begin. 'Sick utes' aka pre-runner aficionados @Kibbetech handled the tube frame chassis design and fabrication with CNC support from Bending Solutions (Rob Parsons) with many hours spent in CAD beforehand to give an accurate finished product rather than one that needed some major or minor 'fettling' as is sometimes the case with one off 'build as you go' projects that need more time than was on hand for this particular project. Jon Sibal has done a great job of helping this vision look awesome not just in the mind but also in the flesh with his work on the body kit which thanks to some laser scanning and great work from ADV Fiberglass has turned out perfect. Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb
What’s the best bang-for-buck calibration platform for a late-model GM vehicle? Is there anything you can’t do on a good reflashing platform? And just how hard is it to make money in the automotive YouTube space? Jeremy Formato of Fasterproms joins us this week to answer these questions and many more. Use “FASTERPROMS75” for $75 off our Practical Reflash Tuning course here: https://hpcdmy.co/reflashb Many will know Jeremy from his popular YouTube channel and tuning business, Fasterproms. Those that have watched, will know that this is a guy who has been in the tuning game for many years, growing up with a father that was a pioneer in the aftermarket fuel injection tuning space. In this episode, we discuss Jeremy’s start in the game as he learned the ropes from his father and his father’s colleagues before taking over the business nearly straight out of high school. Like anyone who has been doing this for a while, Jeremy’s got some great anecdotes from the early days, which are always a good reminder of just how good we’ve got it now. We next dive deep into the world of reflashing GM vehicles — by far the most cost-effective way of modifying the calibration of these potential-filled machines. The amount of power that we’ve now got when it comes to reflashing these vehicles is astonishing — there’s really not a lot we can’t do. There are of course cons to go with all the pros, so Jeremy and Andre break these down and discuss at what point someone should consider moving to an aftermarket standalone ECU. Next, we spend some time talking about the different ways we can approach tuning — everyone associates tuning with a dyno, but with the prevalence of street tuning, as well as the increasing popularity of e-tuning, it’s not the only way to get it done. This conversation also spends a little time discussing YouTube, and Jeremy is open about exactly why he reduced his video output dramatically over the last year. Follow Fasterproms here: IG: @fasterproms FB: Fasterproms YT: Fasterproms WWW: fasterproms.net Don’t forget, use “FASTERPROMS75” for $75 off our Practical Reflash Tuning course here: https://hpcdmy.co/reflashb
When everyone was knee-jerk reacting negatively to the B58 engine in the A90 Toyota Supra, Stephen Papadakis & crew were the guys getting data, testing setups and then getting results on track on the 8,900rpm limiter. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in As discussed, Papadakis Racing hasn't had a B58 development program without any issues, but I think after this interview we can all honestly say there were not as many as we all might have thought! From boost response to bearing and engine coatings, lubrication and cooling systems, the quest for more and more power vs grip, this interview covers a lot of ground. Getting 1200hp from the 8,900rpm limited platform, the team hits 2023 fresh off a championship win in Formula Drift and dives into further development of their 3.2L stroker version on tracks that favour more power, vs their tried and trusted 3.0L version on shorter runs. The 6 cylinder alloy block runs JE pistons with stock rings, aftermarket bearings via ACL or King Bearings removing one choke point for failure along with a Supertech valvetrain and post 2021 6 port A91 B58 head. A BorgWarner 9274 is used with the 3.0L build and a 9280 with the 3.2L ensures appropriate turbo response for the multiple title-winning driver Fredric Aasbø. Low boost is around 1.2 Bar, high 2.3 Bar (17-33 Psi) with help from TiAL wastegates and AEM boost control solenoids Also discussed is why the CSF Radiator setup and similar are now so often found in the rear of a drift car along with some insights into the stock lubrication system, Valvetronic setup and how impressive, or unimpressive in the case of the stock bearings, OEM coatings can be on modern engine builds. Not discussed but of interest, the car runs an AEM Infinity ECU, Injector Dynamics ID 2000 injectors delivering E85 fuel, Brian Crower 100mm crank, MOAR series I-Beam Rods, Gforce GSR 4 speed dog box, RS-R Custom Coilovers, RS-R Racing springs and Tilton 600 Series pedal box. Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb
Braking is an element of automotive performance that many enthusiasts tend to overlook, or potentially even worse, simply throw the biggest discs and calipers they can fit behind their wheels and hope for the best. In this episode, we’ve invited Alcon’s Steve Hodgkins to help us understand the ins and outs of performance braking systems and smash some myths in the process. Use “ALCON50” for 50% off our HPA Race Driving Fundamentals course here: https://hpcdmy.co/raceb Steve has been at Alcon Brakes since the mid-90s and has been a part of a massive technological shift towards ever-improving brake technology and performance. It’s this advancement over the last nearly three decades that we start the podcast with, discussing how and why motorsport braking systems are so much better than they used to be. To get the full benefit of these advancements, though, we need to properly understand the system as a whole — and this is where the conversation gets into the nitty gritty side, covering everything from properly sizing discs and calipers, to brake bias, to selecting the right pad compound, bedding in brakes, and much, much more. There are so many great tips and tricks in this episode, with plenty of potential for an “ah-ha” moment as you listen to Steve’s clear and simple explanations of all areas of a vehicle’s brake system. Even if you have little interest in brakes, the fundamental, common-sense knowledge found in this episode makes it an absolute must-listen for any self-respecting enthusiast. As per this conversation, check out Alcon's simple brake balance explanation and diagram here: https://hpcdmy.co/bias Follow Alcon here: IG: @alconbrakes FB: Alcon Specialist Brakes & Clutches WWW: alcon.co.uk Don’t forget, use “ALCON50” for 50% off our HPA Race Driving Fundamentals course here: https://hpcdmy.co/raceb
Are traditional wastegate spring changes potentially a thing of the past with Turbosmart's 'StraightGate50?' Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Stewart Mahony from @TurbosmartHQ gives us some insight into what a boost or vacuum-actuated straightgate can and does do compared to the traditional poppet-style wastegate options. One of the first questions on your mind might be how much this butterfly valve will leak. 0.006% is the answer thanks to specific valve seat design considerations that are different from a throttle body where we typically see butterfly valves in use. Turbosmart claims the self-balancing nature of the StraightGate50 means a huge tuning window of over 5 times base spring pressure can be obtained with Stewart stating they had no issues from 5-35psi on their test rig using a 3-port solenoid, 5lb spring at 45% duty cycle. 35psi was the limit of the test rig, not the straightgate. Note features listed since this interview (included below) state 6psi to 42psi of control with the supplied base spring. Compared to the electronic version the boost or vacuum-actuated option gives those without a somewhat uncommon 20Amp H-Bridge output on their ECU or an external H-Bridge module another option as well as more friendly emissions considerations in relation to OEM style vacuum-actuated control as discussed. It's mentioned and worth noting the StraightGate50 (pSG50 or pSG50v) 50mm butterfly style flows more air at 383.9 CFM than a traditional PowerGate60 (WG60) 60mm poppet style at 360.9 CFM, and without the requirement for a 90-degree turn in the wastegate flow and also heat dynamics are changed for the better, all with a wider window of precise control. Some of this does come at a cost though with the max safe pressure ratings for the StraightGate50 being 100psi vs 220psi for the PowerGate60. Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb
It’s something that can destroy your engine in seconds… but how much do you really know about pre-ignition, knock, and super-knock? On this episode of Tuned In, we’ve invited Ioannis Andrianakis from Plex Tuning to talk us through these terms, how his highly-regarded series of knock sensors work, and what we do and don’t need to worry about when it comes to all things detonation. Use ‘PLEX25’ for 25% off our HPA Tuning Starter Package here: https://hpcdmy.co/cad Calling in from Athens, Greece, Ioannis has been in the tuning game since the mid-nineties and has some great stories about what he had to resort to in order to tune a vehicle at a time when there was next to no such thing as standalone ECUs outside of the professional race world. We then delve into the creation of Plex Tuning, as well as how and why Ioannis developed his popular range of data loggers, digital dashes, data acquisition tools, boost controllers, and of course the much-loved series of knock monitors. And this brings us to the main focus of the conversation, as Ioannis jumps straight into the deep end of the knowledge pool and gets very nerdy on all things engine knock. If you want to improve your tuning knowledge and gain a far better understanding of the causes, solutions, and variations of knock, then this episode with Plex Tuning’s Ioannis Andrianakis is a must-listen. As per this episode, check out this video to hear exactly what knock sounds like: https://hpcdmy.co/knockknock Follow Plex here: IG: @plextuning FB: Plex Tuning WWW: plex-tuning.com Don’t forget, you can use ‘PLEX25’ for 25% off our HPA Tuning Starter Package here: https://hpcdmy.co/cad
What are some of the biggest mistakes those starting out in drifting make when it comes to suspension setup? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Explanations on caster angles, Ackerman, toe and comparisons between circuit racing and drift setups are discussed in this interview with Mike Squire of Squire Motorsport and Custom. Mike explains some of the traps people fall into who are starting out or have come from a circuit racing background including the importance of managing tyre temperates to retain the grip that is now required to be competitive at the levels the sport has now reached. Want to learn how to do your own wheel alignments at home? Start here: https://hpcdmy.co/alignb
Bouncing off rocks the size of houses and pinning it through the unforgiving desert at maximum speed, the vehicles competing in California’s King of the Hammers race have to be the absolute toughest in the world — all while still being fast enough to be competitive. After interviewing Sam Dobry of Dobry Designs recently at SEMA, we knew we needed to get him on the podcast so we could dive much deeper into this brutal form of motorsport. Use ‘DOBRY25’ for 25% off our HPA Motorsport 3D Modelling and CAD course here: https://hpcdmy.co/cadb Sam specialises in designing and constructing high-end 4400 Ultra4 Class race trucks — this isn’t a form of motorsport that a huge amount of people have a good understanding of, so this conversation has been an enlightening one. We first dive into exactly what’s involved in this form of competition, which is essentially a mix of two polar opposite disciplines — high-speed desert racing and extreme rock crawling. This presents some unique challenges when it comes to creating a vehicle that can do both things well, as they each require very different abilities. What is universal, though, is the need for extreme levels of strength, performance, and reliability, and with an attrition rate of around 80 percent each year, the King of the Hammers event is designed to break even the toughest engines, drivelines, and suspension. Building anything to take this sort of punishment and make it across the finish line while still being fast enough to get there before everyone else is a unique exercise in mechanical engineering, and Sam has some very interesting takes on everything from engine building, to chassis design, to diff and trans longevity. This conversation also covers how Sam got into this line of work, his thoughts on 3D modelling and validation, working with Chromoly steel, heat treatment, proper TIG welding techniques, and much more. Follow Sam here: IG: @dobry_designs YT: @genrightoffroad Don’t forget, you can use ‘DOBRY25’ for 25% off our HPA Motorsport 3D Modelling and CAD course here: https://hpcdmy.co/cadb
What spring rate should I run? How should I adjust my bump and rebound damping? And how low is too low? We’re always getting asked the same questions when it comes to suspension, so on this episode of Tuned In, we sit down with KW Suspension’s Head of Motorsport Thomas Rechenberg to get some definitive answers from someone who knows his way around a coilover, to say the least. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Thomas Rechenberg grew up a mere 50 kilometres from the Nurburgring, and after spending his youth watching all kinds of motorsport at the fabled track, the question of what to do with his life was an easy one. We kick off this episode by following Thomas’s trajectory as he left school to study mechanical and motorsport engineering before joining famous teams like Zakspeed and VW Racing to work as a tyre technician, a race mechanic, and a specialist engineer. With this sort of resume, podcast host Andre couldn’t resist getting Thomas’ opinion on subjects like tyre heat management and pressure before moving on to the meat and potatoes of the conversation — suspension. After a stint going out on his own as a gun-for-hire race engineer, Thomas joined KW as its head of motorsport back in 2018, and has since helped develop the company’s race car programs and motorsport-focused coilover offerings. This means he’s the perfect person to get right down into the weeds of suspension, breaking down his thoughts on everything from spring rates, damping, roll centres, and much more. Thomas also spends time talking us through how the everyday home enthusiast that doesn’t necessarily have access to high-end data-logging equipment or advice from professional drivers and engineers should go about initially setting up and tuning their suspension systems. Ultimately, how quickly you can drive is always going to come down to the contact patch between your four tyres and the track surface. Suspension plays a massive role in how big that contact patch is at any given time. Want to get a better understanding of suspension systems? This episode of Tuned In with KW’s Thomas Rechenberg is going to be the perfect way to spend a couple of hours. As discussed in this episode, check out images of the Porsche 963 rear suspension system here: https://hpcdmy.co/963 Follow Thomas and KW Suspension here: LI: Thomas Rechenberg IG: @kw_suspension FB: KW Suspension WWW: kwsuspensions.net Has this conversation inspired you to improve your own car’s handling? Use the discount code ‘THOMASKW50’ to get 50 percent off our Suspension Tuning & Optimization course: https://hpcdmy.co/alignb
What makes this 1300hp V8 time attack machine tick? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in With 780hp at 8psi low boost and 1300hp at 20psi high boost (that's 969kW at 1.38 Bar) options on tap via 2 externally-ish mounted Garrett G35-900 turbochargers and an LME-built, 430ci LSX, Feras Qartoumy's C6 Z06 Chevrolet Corvette is no stranger to a trophy or two as discussed at SEMA. The LSX is a 2000hp spec build using an RHS block, Callies crank, rods, Diamond pistons, Brodix head, a custom-ground camshaft from Comp Cams, and an MSD Atomic Airforce intake manifold. Part of building up to this level over the years involved using a lot of aftermarket parts that would support the required power levels, but were more suited for drag racing and dyno queen runs (no offence intended!), leading to some unexpected development requirements all for the better. The car uses a MoTeC traction control system via the M150 ECU to help keep the full boost from 3500rpm under control, and a Bosch Motorsport ABS system at the other end of the straights which has had the biggest impact on car confidence so far. So what next? One of the biggest future goals is to reduce weight. To get where it is at 2950lbs (1228kg) other than general parts stripping, the car has shed 40lbs thanks to carbon fibre body panels from Anderson Composites and a whopping 60lbs from the removal of the stock wiring harness some years ago. Adding a paddle shift setup to the PPG 6-speed sequential is also high on the list along with suspension data solutions and some tidying up of the impressive Verus Engineering & Feras developed aero package. At the time of filming the car holds at least 22 track records. Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb
Eight-point-something litres, 10 cylinders, one camshaft, and a whole lot of noise — the Dodge Viper is as weird as it is cool, and in this episode of Tuned In, we’re joined by Viper-specialist Mike Kuchavik of Havik Performance to dive deep into this unique piece of engineering to get the truth behind America’s poster-worthy supercar and it’s brutish V10 motor. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Havik Performance specializes in all five generations of the Dodge Viper platform, which makes it a fairly niche business, but this has allowed Mike and his team to build up a loyal customer base of Viper owners, as well as an in-depth knowledge in this most American of supercars. In this episode, we explore Mike’s path to opening Havik Performance in Pennsylvania at a fairly young age, as well as his early love for Chrysler’s supercar that would go on to become his bread and butter later in life. As you’d expect, we’re also able to take a good look at the different generations of the Viper and discuss all their pluses, minuses, foibles, and limitations — including some in-depth discussions around the car’s famous V10. Although part of Mike’s day-to-day involves looking after private Viper collections upwards of 60 cars, he doesn’t stop at just general maintenance, so the conversation naturally covers the modification and tuning of the Dodge V10 — whether that be staying NA and focusing on headwork and cams, or going nitrous, turbo, or supercharger — Mike and his team have built and tuned them all and have plenty of insight to give. With some good discussion around aftermarket standalone ECU vs reflash for the Viper, as well as the challenges that working within such a niche realm and at such a young age present, this episode with Mike Kuchavik of Havik Performance is well worth a listen. As mentioned, check out our episode with John Reed: https://hpcdmy.co/johnreed Follow Havik Performance here: IG: @havikperformance FB: Havik Performance YT: Havik Performance WWW: havikperformance.com Interested in learning to build your own performance engine? Start here: https://hpcdmy.co/engineb
Sam of Dobry Designs runs us through this @GenRightOffRoad 600hp LS7 powered Ultra4 racer built for one of the toughest offroad racing events on the planet, King of the Hammers. KOH sees vehicles race at opposite ends of the offroading world at the same time seeing speeds over 100mph across open desert into rock sections that see vehicles doing single-digit speeds, or sometimes even less as they hit reverse to try another line or drive around (sometimes even over) a struggling competitor. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in In this [TECH TOUR] via the @semashow @TorcoUSA stand Connor & Sam discuss: - What is KOH? - Cooling for desert racing - Design fundamentals including 'Rod Ends In Bending' explanation (REIB) - Oil pressures vs parts reliability and longevity & damaging oil vapour - Full independent suspension vs solid axle for KOH - Drag radials as 40" offroad tyres - Massive ground clearance without the height/COG (center of gravity) issues - Tyre construction & weight gives huge advantages for mixed terrain & speeds BUILD BASICS: 600hp LS7 based engine with @EdelbrockTV RHS tall deck, All Pro heads, @Compcams1976 COMP cams & Johnsons High Tech Performance driven dry sump system. Custom Griffin radiator, oil cooler only for summer racing. Turbo 400 transmission, spool rear one way locker front using Tubeworks 9.5" fork style differential & @AdvanceAdapters1971 Atlas transfer case. 4-wheel independent suspension, double wishbone with a 5-link rear. Portal axles allow 3:1 diff ratio for high-speed section advantage and less CV breakages 40" @mickeythompsontires Baja Boss tyres on 17" rims. For more KOH & offroad racing content (thanks for the footage too team!) check out: @jordanpellegrino @jamipellegrino @jordanpellegrino3867 & of course Genright Offroad and Mickey Thompson. Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb
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